Engine



C. F. BACHLE Nm: 55, E935.

ENGINE Filed OC. l2, 1932 2 Sheets-Sheet l l INVENTOR. fr! Fac ZeATTORNEY.

powr der/zar al www C. F. BACHLE ENGINE Filed OC. l2, 1932 2Sheets-Sheet 2 INVENTOR.

'faro' ff'ac Ze 6219/10( 6770/57' 14A/ELE ATTORNEY.

Patented Nov. 5, 1935 STA ES UNIT PATENT OFFICE ENGINE corporation ofVirginia Application october 12, 1932, serial No. 637,375

11 Claims.

My invention relates to engines and more particularly to an improvedmeans and method for introducing a carbureted mixture of air andhydro-carbon to the engine cylinder.

At the present time, the popular practice is to provide engines ofrelatively large horse power, and it is not unusual to provide enginesof 100 I-I. P. or more for automobiles of the medium priced field. Evenwith engines assembled with low priced cars, it is not unusual toprovide engines of 65 and '70 H. P. In the ordinary operation of suchcars the maximum power is seldom used and consequently it is impossibleto obtain the maximum fuel economy for the ordinary operation of suchengines, since such engines are wasteful of fuel when operated atminimum power demand.

I find that engines equipped with a so-called cold carburetion systemare of particular advantage, and furthermore, this carburetion system isespecially adapted for engines of relatively high horse power, and mypresent improvement is of especial importance in connection with asocalled carburetion system.

An object of my present invention is to provide an engine havingimproved fuel economy throughout the entire range of power demand andmore particularly for relatively low power demand.

Another object of my invention is to improve engine operation byproviding an improved means and method for introducing a carburetedmixture of air and hydrocarbon to the engine whereby to attain suchmaximum fuel economy.

A further object of my invention is to improve engine operation byproviding a fuel mixture forming and supply means responsive inoperation to engine power demands.

A still further object of my invention is to provide an improved fuelmixture forming and supply means incorporating a plurality of fuelmixture conducting portions respectively adapted for connection with afuel mixture supply means in response to engine power demands, oneacting to supply the engine with an adequate supply of fuel mixture forrelatively low power demand and the other acting to supply the enginewith an adequate supply of fuel mixture for subsequent mixing with anadditional supply of air in the engine cylinder for relatively highpower demand.

For a more detailed understanding of my invention reference may be hadto the accompanying drawings which illustrate one form which myinvention may assume, and in which;

(Cl. 12S-75) Fig. 1 is a transverse vertical sectional view of a typicalengine cylinder and an associated manifold including a fuel mixtureforming and supply means, and showing the parts in position for lowpower demand, 5

Fig. 2 is a similar fragmentary sectional view showing the parts inposition for high power demand,

Fig. 3 is a horizontal fragmentary sectional view taken substantially onthe line 3-3 of 10 Fig. 1,

Fig. 4 is a horizontal fragmentary sectional view taken substantially onthe line 4-4 of Fig. 6,

Fig. 5 is a fragmentary detail sectional View 15 of the primary or lowpower demand engine intake showing said port about to open,

Fig. 6 is a similar detail sectional view showing said low power demandengine intake port about to close, 20

Fig. 7 is a fragmentary detail elevational view of the engine throttlecontrol,

Fig. 8 is a detail sectional view of the control of the needle valvecontrolling the injection of the fuel into said fuel mixture forming andsup- Z5 ply means,

Fig. 9 is a graphical diagrammatic illustration of the valve actioncontrolling the fuel mixture forming the distributing,

Fig. 10 is a diagrammatic view of the engine 30 cyclical events asplotted against crankshaft angle and piston movement, and,

Figs. 11 to 16 inclusive are detail views, somewhat diagrammatic, whichillustrate the various valve positions with relation to the actuating 35cams, as respectively indicated by the numerals I to VI inclusive ofFig. 9.

For the purpose of illustrating my invention I have chosen to show anengine A of the sleeve valve type having a single' sleeve valve forcontrolling the engine intake and exhaust. It will be understood that myinvention is not limited to the particular type sleeve valve illustratedsince the principles of my invention may be incorporated in other typesof sleeve valve engines, as well as in engines other than those of thesleeve valve type.

The engine A preferably comprises a cylinder block l0 having a cylinderIl in which a sleeve valve l2 of .the combined movement type is op- 50erated for controlling engine exhaust and intake.

A piston i3 is arranged for operation within the cylinder to actuate thecrank shaft (not shown) by reason of the connecting rod connection I4.

A cylinder head structure I5 is preferably se- 55 cured to the cylinderblock by the bolts I6, or other suitable fastening devices, and ispreferably provided with a re-entrant head portion |1 or plug dependingwithin the cylinder and spaced from the wall thereof to provide a pocketI8 whereby to accommodate the outer portion of the sleeve valve means.

The cylinder block is provided with air intake passages lterminating inthe intake ports 20 and with exhaust passages 2| terminating in theexhaust ports 22, an exhaust manifold 23 communicating with said exhaustpassages. Further, a fuel mixture intake passage 24, cooperating with aport 25 (see Fig. 3) and the manifoldportion 26, is arranged to conducta hydrocarbon or fuel mixture to the engine cylinder.

A lower fuel mixture intake passage 21 cooperates with the port 2Sk forconducting fuel mixture to the cylinder, this passage communicating withthe manifold portion 29. Preferably the sleeve port controls the openingof the engine intake while the piston controls the closing thereof.

The sleeve |2 is provided with air intake ports 3E) adapted to cooperatewith the ports 25 for controlling the air intake, and the ports 3| and32 are adapted to respectively cooperate with the cylinder ports 25 and26 for controlling the admission of fuel mixture. VThe sleeve isprovided with the ports 33 adapted to cooperate with the cylinderexhaust ports 22 for controlling the exhaust of the engine.

A Vfuel ignition means 34 is preferably'located at the outer portion ofthe combustion chamber 35 or adjacent the periphery thereof as shown inFig. l for a reason that will be hereinafter made apparent.

In Fig. 1, I have illustrated a construction in which suitable air andfuel mixture control valves are positioned for low ypower engineoperation, while Fig. 2 illustrates the position of such valves for highpower engine operation. I preferably connect my fuel mixture forming andsupply device with a source of compressed air supply such as acompressor or other suitable device (not shown) by means of a pipe orconduit 36 and have associated therewith a by-pass valve 31 forreturning any excess air above a predetermined pressure to thecompressor through conduit 36. If desired, a compressor or superchargermay be eliminated.

An air passage 38 communicates with the manifold 39 and the passage i5,a valve 46 controlling the fiow of air through said manifold 39. Anozzle 4| having a cooperating fuel inlet or jet opening 42 provides forthe introduction of a fuel mixture into the passage or conduit 4.3, theair from the conduit 36 flowing through the venturi 42', picking up adefinite quantity of fuel as determined by the jet opening, anddischarging the fuel mixture into the conduit 43, a valve 44 controllingthe intake of conduit 43, while an additional valve i6 controls thedischarge of the fuel mixture from conduit 43 to manifold portion 26. Aswill be apparent, the valve 44 may be omitted if so desired.' A passageor conduit 45 connects the passage 43 with the manifold 29, said conduit45 preferably opening into an intermediate portion of the passage 43between the valves 44 and 46, and the iiow of fuel mixture through thepassage 45 is controlled by a valve 41.

In Figs. 2 and '7 I have chosen for illustration a structure forcontrolling the valves 4i), 44, 43, and 41, which preferably consists ofa bell crank lever 48y operated by the throttle rod 49 and cooperatingwith the cam rod 50, the cams 5|, 52, and 53 respectively cooperatingwith the levers 54, 55, 56, and 51 to effect the various movements ofthe associated valves 41, 40, 46, and 44.

The effective size of the fuel jet opening is preferably controlled by aneedle Valve 60, said needle valve being adjustable by means of a lever6| pivoted at 62 and actuated by the cam structure 53, a shoulder 63carried by the needle valve 66 being adapted for engagement with a stop64 to limit the closing movement of the needle valve.

The various valves controlling the introduction of fuel mixture and airto the engine cylinder are preferably controlled by means of a commonactuating means, by reason of the Various cooperating relation of thecams carried by the common reciprocating cam shaft or rod 50, andfurther the adjustment of the needle valve 60 is also controlled by thesame common actuating means. The operation of the engine is graphicallyillustrated in Fig. 9 taken in connection with remaining views showingthe preferred construction and is as follows.

Assuming that the engine is idling, the valves 44 and 41 are preferablyslightly open as indicated by point 13 (Fig. 9)` 'and shown in Fig. l1.Rod 5|) is moved upwardly towards the Fig. 2 position and cams 53 and 5|engage the levers 51 and 54 respectively, the cams 53 and 5|respectively having cam faces 1| and 1 which respectively engage thelevers 51 and 54. Cams 53 and 5| and the respective cam faces 1| and 1|are so constructed as to preferably open-the valve 44 somewhat fasterthan the valve 41 (see curves 12 and 13 respectively of Fig. 9indicating the opening of valves 44 and 41). These valves areprogressively opened for progressively increasing the power output ofthe engine through the low power demand range of the engine until theyare both substantially fully open as at 14, the valve 41 preferablyacting to control the engine power output by regulating the quantity offuel mixture conducted to the engine through inlet port 28 andcooperating sleeve intake port 32. Cam 5| is preferably constructed withtwo cam faces, one designated 1| for opening the valve and the otherdesignated 5|a for closing the valve.

Throughout the range of engine operation as controlled by valve 41 fromthe idling position as shown at 10 to the substantially full openposition as shown at 14, the valves 46 and 46 remain closed and theentire engine charge is admitted through port 28 and cooperating sleeveport 32. The intake passage 21 is so constructed and the ports 28 and 32are so arranged as to introduce the fuel mixture into the enginecylinder substantially tangentially as indicated by the arrow 15 and tothereby induce the fuel mixture to swirl at relatively high speed Withinthe cylinder as indicated by arrows 16, this swirling action tending toconfine the combustible mixture within a. definite zone. The piston 3 isprovided with an annular recess |3 in the upper or outer face of thepiston, said annular recess I3 tending to assist in confining thecombustible fuel mixture to swirl adjacent the wall of the cylinder andto be principally concentrated adjacent the piston upper face,preferably within the annular recess |3.

It may be noted that the fuel mixture introduced through the cooperatingcylinder and sleeve ports 28 and 32 respectively, is introduced adjacentto the piston upper face |3a, thus tending to form alayer of fuelmixture of the proper proportions for combustion. Substantially no airis trapped between this fuel mixture layer and the piston upper face andthe aboveconcentration of the combustible fuel mixture adjacent thepiston upper face is substantially maintained throughout the compressionstroke. Preferably a ratio of air to fuel of about 12 or 13 to l ismaintained so as to provide a mixture that can be eiciently ignited.

The spark plug 34 is preferably arranged to 1ocate the spark points 34'with relation to the layer of combustible mixtureso as to readily rethis mixture (see Fig. l). Secondly the spark plug or other suitableigniting device is preferably located adjacent the cylinder wall asshown in Fig. l; i. e., in the proximity of the combustible fuel mixturestrata. Thus, by confining the combustible fuel mixture to only aportion of the available combustion space, I am able to ignite the samewith the usual means. In fact, I actually make use of only a portion ofthe available combustion space, without employing any complicatedmechanisms such as is usually necessary in providing an adjustablecombustion space. What actually takes place is that as valves 44 and 4lare progressively opened, a progressively increasing charge isintroduced into the engine cylinder, resulting in a progressivelyincreasing thickness to the annular layer of combustible fuel mixture,which when fired produces a progressively increasing engine poweroutput.

The power developed through the above range of engine operation issufficient for ordinary power demand for what is usually termed partthrottle engine operation. Such engine operation is obtained with amaximum of fuel economy due to my construction in which the fuel mixturecharge is stratified which makes it possible to actually use only aportion of the available combustion space and charge such space With afuel mixture of proper proportions to support combustion, the remainingcombustion space containing substantially pure air. I may term the aboverange of engine operation for purposes of distinguishing from a furtherrange of engine operation as a low power engine demand.

In a motor propelled vehicle for which this engine is especially adaptedfor use, the power demands are variable. Obviously engines constructedin accordance with the principles of my invention may be employed forother purposes than propelling vehicles, as my engine is adapted for usewhere variable power demands are present, but it is believed that thedescription of `one application of my present invention (engines formotor propelled vehicles) will be sufficient to emphasize the utilitythereof. Vehicle operation at moderate speeds over level pavement,moderate engine acceleration, vehicle operation over hills of a slightgrade as usually met with for the most part, can be successfullyattained with part throttle engine operation, the power demand for suchoperation being considerably less than the maximum power output of theengine. However, for quick acceleration of a vehicle, for climbing hillsand steep grades, for vehicle operation through sand, mud, or roadswhere resistance to vehicle travel is greater than usually encounteredover uthe present day improved highways, and for vehicle operation athigh speeds, the power demand is proportionally higher. In order tosupply this extra power, my engine construction is adapted toautomatically adjust itself to relatively increase the engine poweroutput, and to do so with a maximum of fuel economy.

A further increase in engine power output may be obtained withsubstantially full open position'. of valves 44 and 41 by partially andprogressively opening the air valve and simultaneously progressivelyopening the needle valve to gradually increase the fuel jet opening. Theair admitted to the engine cylinder through the cooperating cylinder andsleeve intake ports 20 and 3G respectively, acts to partially retard theswirling fuel mixture admitted through the lower ports from manifold29,'thus decreasing the centrifugal forces which act to maintain astratification of the fuel mixture charge in the cylinder. In order tomaintain the proportion of fuel to air substantially 12 or 13 to l asfound desirable for efficient combustion, the needle valve isautomatically adjusted for enlarging the area of the fuel jet opening topermit the admission of additional fuel to f the conduit 43 and conduitd5 connected therewith. Thus, the richness of the fuel mixture admittedthrough the lower intake ports is progressively increased to compensatefor the tendency of the air admitted to the cylinder from manifold 39 tolean the charge and to re-duce the fuel and air ratio below thedesirable ratio.

While the introduction of air tends to retard the swirl, the admittingof this air above the fuel mixture introduced through the inner intakeports, tends to maintain fuel mixture stratication whereby to maintainthe identity of the fuel mixture adjacent the piston top face separatefrom the gases in the remainder of the cylinder. Such stratication ismaintained substantially until the inner port is closed and thecombustible mixture is introduce-d through the outer ports.

The increase in area of the `iet opening may be graphically representedby curve 'H (Fig. 9), the relative increase during this period of.engine operation being indicated between points 18 and 19` on curveCurve Bil graphically represents the opening of valve 40, and shows thevalve 40 closed at point 8| at which time valve 41 is full open, and thevalve 40 is full open as represented by point 82 on curve 8|). The dotand dash line 9U graphically represents the end of this second orintermediate range of engine operation, and it may be referred to as anintermediate range covering the transitory period in engine operationbetween the range referred to as low power demand and that range ofengine operation hereinafter referred to as high power demand, whichis'graphically represented between the dot and dash lines 90 and 9|.

During the time valve lll is closing, graphically represented by thecurve portion 13', the valve 46 is progressively opened represented bycurve 92, but valve 4'! is closed more rapidly as compared to theopening of Valve 4B. In other words, valve 41 is closed while valve 46has been only partially opened. Point 93 graphically represents theclosed position of valve 4'5 and point 94 graphically represents thefull open position of valve 45. During the progressive opening of valve46 the valve 40 associated with the air duct 38 is also progressivelyopened. As the valve 41 is progressively closed, it may be observed thatthe amount of fuel mixture admitted through the tangential port means 28and 32 is progressively decreased and at the same time the amount offuel mixture admitted through cooperating cylinder and sleeve ports 25and 3| and air admitted through cooperating cylinder and sleeve ports 20and 3| are correspondingly increased. The upper intake means is soconstructed as to retard the swirl and upset the stratification withinthe cylinder, and consequently as the flow through the upper intakemeans is increased with respect to the flow through the lower intakemeans, the character of the combustible charge introduced into thecombustion chamber 35 is such as to uniformly spread out andsubstantially fill the available combustion space.

In that period of engine operation, which may be referred to as highpower demand, following the complete closing of valve 41 as graphicallyrepresented between the dot and dash lines 95V and 9 I, the combustiblecharge is admitted solely through the upper intake means and preferablyuniformly distributed throughout the combustion chamber, the proportionof fuel to air being substantially 12 or 13 to 1 which I nd to betheproper proportions for obtaining proper combustion. It may also be notedthat the needle valve 60 is progressively opened during the range Yoi.engine operation as graphically represented by the dot and dash lines 14and 9|, and it will be obvious that the adjustment of said needle valvemay vary from the showing of Fig. 9 if so desired.

The diagram (Fig. 10) graphically illustrates the timing of the intakeport means with respect to the crankshaft angle and piston movement. Itmay be observed that the opening period of the upper intake meanssometimes referredv to as the normal intake means, is longer than theintake opening period of the lower intake means.

This diiference in the length of the intake periods will result in theintroduction of a greatercharge of combustible mixture toy the enginecylinder through the upper or normal intake port means than through thelower intake port means.

It may thus be noted that my engine utilizes the maximum of combustionspace for high power demands and only a portion of the availablecombustion space for low power demands.

Figs. 11 to 16 diagrammatically illustrate the various positions of thevalves and actuating cams for theA positions as indicated in Fig. 9 andnumbered respectively I, II, III, IV, V, and VI. It will also beapparent that the particular valving construction is not essential tothe successful accomplishment of the result. Various valvingarrangements may be adapted for operation with my engine and I do notlimit my invention to the particular valving arrangement hereinillustrated, though it will be readily apparent that my invention is ofespecial importance in connection with a sleeve valve engine and ofparticular adaptability with an engine of the type shown in theillustrated embodiment of my invention.

On account of the short opening period of the lower fuel intake valvemeans, the supercharger pressure is preferably used to force in thecharge (at part throttle).

It will be apparent to those skilled in the art to which my inventionpertains, that various modifications and changes may be made thereinwithout departing from the spirit of my invention or from the scope ofthe appended claims.

What I claim as my invention is:

1. In an internal combustion engine, a cylinder having 9, plurality ofintake port means spaced axially of the cylinder, valve means associatedtherewith, fuel mixture conducting means associated with each of saidintake port means, valve means selectively controlling the supply offuel mixture of said plurality of intake port means, and air supplymeans associated with one of said fuel mixture intake port means, one ofsaid fuel mixture conducting meansconstructed for supplying a relativelyricher fuel mixture to the engine cylinder than saidother fuel mixtureconducting means, said air supply means associated with said relativelyricher fuel mixture conducting means whereby to provide additional airfor mixture with said relatively richer fuel mixture in the enginecylinder.

2. In an internal combustion' engine, a cylinder having a plurality offuel mixture intake port means spaced axially of the cylinder and an airintake port means, separate fuel mixture conducting means associatedwith said fuel mixture intake port means, air conducting meansassociated with said air intake port means, valve means associated witheach of said fuel mixture and air conducting means, and interconnectedactuating devices for operating the valve means associated with saidfuel and air conducting means.

3. In an internal combustion engine, a cylinder having a plurality. offuel mixture intake port means spaced axially of the cylinder and an airintake port .means separate fuelmixture `iconducting means associatedwith said fuel mixture intake port means,y air conducting meansassociated with said air intake port means, valve means associated witheach of said fuel mixture and air conducting means, and interconnectedcam means for actuating the valve means associated with said fuel andair conducting means.

4. In an internal combustion engine, a cylinder having inner and outerfuel mixture intake port means spaced axially of the cylinder and airintake port lmeans associated with said outer fuel mixture intake portmeans, separate fuel mixture and air supply means respectivelyassociated with said fuel mixture and air intake ports, and controldevices associated with said supply means for selectively controllingthe admittance of fuel mixture to said inner fuel mixture intake portmeans and air and fuel mixture to said air intake port means and saidouter fuel mixture intake port means.

5. In an internal combustion engine, a cylinder 4 having inner and outerfuel mixture intake port means spaced axially of the cylinder and airintake port means associated with said outer fuel mixture intake portmeans, associated fuel mixture and air supply means and interconnectedcontrol devices associated with said supply means for selectivelycontrolling the admittance of fuel mixture to said inner fuel mixtureintake port means and air and fuel mixture to said air intake port meansand said outer fuel mixture intake port means.

6. In an internal combustion engine, a. cylinder having a plurality offuel mixture intake port means spaced axially of the cylinder and an airintake port means, separate fuel mixture conducting means associatedwith said fuel mixture intake port means, air conducting meansassociated with said air intake port means, and interconnected valvemeans associated with said fuel mixture and air conducting means, a,fuel mixture forming 4device associated with said fuel mixtureconducting means and including a regulable fuel inlet means, and meansfor controlling said fuel inlet means to vary the fuel mixtureintroduced to said fuel mixture conducting means.

7. In an internal combustion engine, a cylin- Ider having a plurality offuel mixture intake port means spaced axially of the cylinder and an airintake portmeans, separate fuel mixture conducting means associated withsaid fuel mix- 'means timed in operation with the interconnected valvemeans whereby to Vary the quantity of fuel introduced to said fuelmixing and forming device in direct proportion to quantity of airintroduced to said cylinder through said air conducting means and saidassociated air intake port means.

8. A method of engine operation consisting in introducing a fuel mixtureto an engine combustion chamber adjacent to the piston top face when thepiston is in its innermost position of travel, in introducing air intosaid combustion chamber above the fuel mixture for inducingstratification of the fuel mixture whereby to confine said fuel mixturein a portion only of 'the combustion chamber to maintain its identityseparate from the gases in the remaining portion of the combustionchamber for a low power demand condition of engine operation, and for ahigh power demand condition of engine operation consisting in supplyingthe engine combustion chamber with a relatively richer fuel mixture at apoint above the piston when the piston is in its outermost position oftravel and in separately and simultaneously introducing air directly tothe engine combustion chamber in quantities increasing with increasingrichness of said mixture whereby to spread the combustible chargethroughout a relatively larger portion of the combustion chamber.

9. In an internal combustion engine, a cylinder, a piston operable inthe cylinder, means introducing a carbureted fuel mixture into thecylinder substantially normal with respect to the cylinder axis andadjacent the piston outer face when the piston is substantially at itsinnermost position of travel, means introducing air into the cylindersubstantially normal with respect to said cylinder axis and at a pointspaced axially outwardly of the cylinder from the point where said fuelmixture is introduced and acting on the fuel mixture in the cylinder tosubstantially coni-lne the fuel mixture within a portion only of saidcylinder whereby to maintain the identity of the fuel mixture separatefrom the gases in the remainder of the cylinder, and means for ignitingsaid fuel mixture.

10. In an internal combustion engine, a cylinder, a piston operable inthe cylinder, means introducing a carbureted fuel mixture into thecylinder substantially normal with respect to the cylinder axis andadjacent the piston outer face when the piston is substantially at itsinnermost position of travel, means introducing air into the cylindersubstantially normal with respect to said cylinder axis and at a pointspaced axially outwardly of the cylinder from the point where, said fuelmixture is introduced and acting on the fuel mixture in the cylinder tosubstantially overlie the fuel mixture and substantially confine samewithin a zone adjacent the piston face whereby to maintain the identityof the fuel mixture separate from the gases in the remainder of thecylinder relatively more remote from the piston face, and means forigniting said fuel mixture.

A11. In an internal combustion engine, a cylinder, a piston operable inthe cylinder, said cylinder having axially spaced inner and outer fuelmixture intake ports and an air intake port adjacent said outer fuelmixture intake port, fuel mixture and air conducting means associatedwith said ports, control devices associated with said conducting meansfor introducing fuel mixture by way of said inner intake port adjacentthe piston top face when the piston is at its innermost position oftravel for low power engine demand and through said outer intake portfor the higher range of engine power demand, means associated with saidinner fuel mixture intake ports for acting on the fuel mixtureintroduced4 therethrough to concentrate same in a stratified layer in aportion only of the combustion chamber adjacent the piston top face andto maintain the identity of the fuel mixture adjacent the piston topface separate from the gases in the remainder of the cylinder forrelatively low power engine demand, said fuel mixture and air introducedrespectively through said outer fuel mixture intake port and air intakeport being distributed more uniformly throughout the entire combustionchamber space for relatively high power engine demand.

CARL F. BACHLE.

